Browse Topic: Charging stations
Heavy-duty vehicles, particularly those towing higher weights, require a continuous/secondary braking system. While conventional vehicles employ Retarder or Engine brake systems, electric vehicles utilize recuperation for continuous braking. In a state where HV Battery is at 100% of SOC, recuperated energy from vehicle operation is passed on to HPR and it converts electrical energy into waste heat energy. This study focuses on identification of routes which are critical for High Power Brake Resistors (HPRs), by analyzing the elevation data of existing charging stations, the route’s slope distribution, and the vehicle’s battery SOC. This research ultimately suggests a method to identify HPR critical vehicle operational routes which can be useful for energy efficient route planning algorithms, leading to significant cost savings for customers and contributing to environmental sustainability
The emergence of connected vehicles is driven by increasing customer and regulatory demands. To meet these, more complex software applications, some of which require service-based cloud and edge backends, are developed. Due to the short lifespan of software, it becomes necessary to keep these cloud environments and their applications up to date with security updates and new features. However, as new behavior is introduced to the system, the high complexity and interdependencies between components can lead to unforeseen side effects in other system parts. As such, it becomes more challenging to recognize whether deviations to the intended system behavior are occurring, ultimately resulting in higher monitoring efforts and slower responses to errors. To overcome this problem, a simulation of the cloud environment running in parallel to the system is proposed. This approach enables the live comparison between simulated and real cloud behavior. Therefore, a concept is developed mirroring
Future electric vehicles will be more efficient, more powerful, and will be able to hold more energy in their batteries than today’s EVs. Those big “mores” require countless small improvements beyond the headline component — batteries. One of the richest target areas is power-electronics technology and components used throughout the EV ecosystem. A new generation of power electronics will be found in tomorrow’s EVs, charging stations, and related infrastructure components
Electric vehicles are gaining popularity as an alternative to conventional gasoline-powered vehicles since they provide a cleaner and more environmentally friendly form of mobility. The market of electric vehicles is expanding, and the availability of dependable and effective sustainable charging infrastructure is needed to satisfy this expansion. This has prompted researchers to look for innovative alternative charging systems that can offer effective charging while reducing emissions such as fuel cells. In this study, the viability and sustainability of employing fuel cells as electric vehicle charging stations in Egypt, as an example of the MENA region, were studied from the technical and economic point of views. The technical analysis used a simulation for the whole fuel cell system, which was provided by MathWorks MATLAB Simulink software. The economic analysis for the system included the capital and the operational costs for two hydrogen sources, grey hydrogen, and green hydrogen
Twenty DC fast chargers and amenities are available, but the most important detail is that everything works. The move to electrification has hit a snag. The charging infrastructure hasn't quite lived up to the needs of those with EVs. The Inflation Reduction Act requires that charging stations have a 97% uptime to qualify for government funds. According to a plethora of studies, approximately 20% (or more) of stations encountered by EV drivers have some sort of issue that results in a failed session. Of those charging companies, Electrify America has become a bit of a punching bag. Its relatively large footprint in the DC fast-charging sector means that its stations are visited more often than others and its issues become far more visible
Prime concern for electric vehicle where the application of the vehicle is public transport, is the charging of vehicle and operation of its infrastructure. Such an example of operating the EV buses is under the GCC (gross cost contract) model, with high operation time and comparatively lesser time for charging. It is challenging to meet these requirements. To counter this situation in fleet operated busses it is proposed to adapt an automated charging method which involves minimum man power intervention and automated mechanism to connect & disconnect the charging connectors. This paper proposes an automated pantograph mechanism based method of charging EV buses, meeting requirements as per SAE J3105 & ISO 15118 standards, which would be an ideal way to resolve the current situation. In the above mentioned pantograph type charging, the charging station or depot will have an infrastructure including charger whose input will be from grid, and the charging dispenser will be pantographs
SAE International announced in late June, 2023, that it intended to standardize the Tesla-developed North American Charging Standard (NACS) EV charging connector for North America. SAE then created the J3400 NACS Task Force to expedite creation of the J3400 NACS Electric Vehicle Coupler standard. Grayson Brulte, host of SAE's Tomorrow Today podcast, subsequently interviewed Christian Thiele, Director, Global Ground Vehicle Standards, SAE International, and Dr. Rodney McGee, Ph.D., P.E. Chairman, SAE J3400 NACS Task Force and Chief Engineer at the University of Delaware, regarding the work of the J3400 Task Force and other aspects of standardization as electrification technology proliferates throughout the light- and heavy-duty vehicle sectors. This Q&A is an abbreviated portion of that interview and the podcast can be heard in its entirety at: https://www.sae.org/podcasts/tomorrow-today/episodes/sae-to-standardize-teslanacs-connector
In an announcement that could change the balance of power in the still-formative EV charging-station race, seven global automakers said they will work together to create an expansive DC-fast-charging network that would mean high-powered charging at far more locations in North America. Stating a goal of installing at least 30,000 high-powered DC charging points in urban and highway locations were General Motors, Stellantis, Honda, BMW Group, Hyundai, Kia and Mercedes-Benz Group. The group did not say when the full number of chargers would be operational, but did say the first stations should open in the summer of 2024 in the United States
SAE International announced that it will standardize the Tesla-developed North American Charging Standard (NACS) charging connector for EVs. The global engineering organization that engages nearly 200,000 engineers, technical experts and volunteers said in a press release that it will work to help with deployment of the NACS connector, an alternative to the longstanding SAE J1772 Combined Charging System (CCS) connector, after Ford, General Motors and a number of EV public-charging equipment suppliers recently indicated they intend to adopt the NACS connector design. “Standardizing the NACS connector will provide certainty, expanded choice, reliability and convenience to manufacturers and suppliers and, most of all, increase access to charging for consumers,” explained Frank Menchaca, president of Sustainable Mobility Solutions, an innovation arm of SAE's parent company, Fullsight. The organization in a statement credited the U.S.'s Joint Office of Energy and Transportation for
It was impossible to miss in late May what surely will be one of the year's highest-profile electrification stories. Ford, quickly followed by GM and many others, announced they will adopt the Tesla-developed “North American Charging Standard” (NACS) EV charging connector (see pg. 4). The shift ostensibly displaces the SAE International-developed Standard J1772 “Combined Charging System” (CCS) connector that has been the predominant connector standard for just about every EV that isn't a Tesla. Although most who've handled both connectors wouldn't argue the NACS connector and its thinner cable generally is more user-friendly, the more impactful aspect of the connector transition “deal” was that much of Tesla's vaunted Supercharger public DC fast-charging network - some 12,000 chargers at 2000 sites in North America - will be available to non-Tesla EVs starting next year. This was the Holy Grail for Ford, GM and others anxious to reassure current and future EV purchase “intenders
One evening earlier this year, I found myself at a convenience-store gas station with eight pumps and one EV fast-charger. I'd been vectored there by the charge provider's phone app. As I exited the freeway, the app indicated the charger was in service and unoccupied. Good news, as the EV that I was test-driving was “running on fumes” - that old-school term for when IC-engine vehicles' fuel tanks are close to dry. “Seek charging immediately,” the vehicle warned! I didn't want to risk trying to make it home, eight miles away
This document covers the general physical, electrical, functional, testing, and performance requirements for conductive power transfer, primarily for vehicles using a conductive ACD connection capable of transferring DC power. It defines conductive power transfer methods, including the infrastructure electrical contact interface, the vehicle connection interface, the electrical characteristics of the DC supply, and the communication system. It also covers the functional and dimensional requirements for the vehicle connection interface and supply equipment interface. New editions of the documents shall be backwards compatible with the older editions. There are also sub-documents which are identified by a SAE J3105/1, SAE J3105/2, and SAE J3105/3. These will be specific requirements for a specific interface defined in the sub-document. SAE J3105: Main document, including most requirements. ○ SAE J3105/1: Infrastructure-Mounted Cross Rail Connection ○ SAE J3105/2: Vehicle-Mounted
Interoperability and ‘smart’ energy management are vital for meeting EV charging demand. The clock is ticking for the automotive industry to meet looming “greener” energy deadlines, which will come into effect at the end of the decade. Achieving widescale adoption of electric vehicles (EVs) and meeting the mandates will require significant changes. One area that needs more attention is how to power the transition to an electric future. With the demand for electricity expected to grow nearly 20% by 2050 due to EVs and other clean tech initiatives, the grid is under immense pressure. With the aging infrastructure already creaking, expecting it to support this growth is not feasible using the established electricity value chain: generation, transmission, distribution, and consumption. Successfully powering the transition requires utilities and the broader ecosystem to collaborate and look at energy capacity in new ways
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